Throttle control for internal combustion engines



Dec. 24, R LQzxVl-r 2,226,345

THROTTLE CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Oct'. 4, 1958 Y 3 Sheets-Sheet 1 MwfO/f Dec. 24, 4 R, QzlVlT 2,226,345

THROTTLE CONTROL FOR INTERNAL COMBUSTION ENGINES Filed Oct. 4, 1938 3 Sheets-Sheet 2 @zw/5m Dec. 24, 1940. R Lozlvrr 2,226,345 I THROTTLE CONTROL FOR INTERNAL COMBUSTION ENGINES Filed oct. 4, 195e s sheets-snaai s 5| HT' Pf3 :5 I I s6 if Patented Dec. 24, 1940 I UNITED STATES PATENT OFFICE' THROTTLE CONTROL FOR INTERNAL COM- BUSTION ENGINES Ren Lozivit, Paris, Franca-assigner to Societe Generale Des Carbnrateurs Zenith, Geneva,

Switzerland Application October 4; 193,8, Serial No. 233,336 ln France October 4, 1937 12 claims. (01137-139) 'I'he present invention relates to devices for controlling the throttle of internal combustion engines and more particularly for aviation engines.

'I'he throttle of the engine isnormally'controlled by the pilot but it sometimes occurs that the pilots throttle control Athe vibrations oi' the engine.

In the usual aviation engines a spring ispro;

vided which tends to bring the throttle to its full open position in the event of a rupture of the normal control of the throttle. Under these conditions it such an accident occurs the throttle opens automatically and allows vthe engine to develop its full power, whereby the pilot can land his aeroplane although he no longer has control of the throttle of the engine. l

This arrangement is open to objection in modern engines which are capable of vdeveloping their full power up to a predeterminedaltitude called the rated height. -In such engines which are generally supercharged it is necessary at altitudes lower than the rated height and particularly on the ground thatv the opening of the throttle should not exceed a definite partial opening in order to avoid too high a charging pressure for the engine which would be prejudicial to the latter. Generally this' function' is assured by a boost control` which acts on the opening of the throttle at the same time as the pilots control and which prevents the throttle from passing the maximum opening allowable at each altitude. If

in such engines with limited charging the device,

hereinbfore mentioned, which brings the throttle oi' the engine to the full open position in the event of a rupture of the normal control `of the throttle is used, the engine becomes charged under too great `a, pressure owing to such rupture and this excess-of charging pressure can damage or even bring about fracture of certain parts of the engine, thus nullifying the advantage which the above mentioneddevice had the object of securing The present invention has for obiect .a safety device available in the event of a rupture of the pilots throttle control in=engines having a limited charging rate at groimd level.

Further objects and advantages o! th/e inven'.'

tion will appear from the following description theinvention. 53,5 illustrates aticallyin f taken in y conjunction drawings wherein: l

Figs. 1 to 4 illustrate tically in elevation partly in section variousv embodiments of lwith the accompanying is ruptured owing to' section along the line 5-'5 of Figs. 6 and '1 a modication of the invention, and

Figs. 6 and 7 illustrate sections along 6 6 and 1 1 o f the device illustrated in Fig. 5.

According to the invention, resilient means tend to bring back the throttle into the position of maximum opening allowed on the'ground when the pilots lthrottle control becomes inoperative.

In-these conditions in the case of ay rupture of such control the throttle automatically takes the position of maximum opening 'allowed at ground level and for which the engine develops its full power .at such level.

' The lengine thus continues to funcon normally and the pilot can bring his plane down without damage and he beneilts by the full power ofthe engine at the moment of landing without superlcharging taking place at any minute.

In-the .preferred -embodiments of the invention one movable element acts on the throttle in the direction-of closing between fully open and a demaximum opening .allowable on the ground and it` is preferably adiustable. -The said movable elements are urged towards the corresponding stops either by two separate springs or by a single Spring. i

1f two separate springs are used one of the stops could be omitted on the condition that the spring lresponsible for; the movable element without a stop is not so strong as the springresponsible for the v other movable element.

The deviceillustrated in Fig. 1 comprises an induction pipe I one part of the 2 e of which isregmadbyathromea ontheaxissofthe throttle 2 is mounted a lever l. A floating lever l lis connected-at a point 6 on the lever 4 by means of a link l; it'is likewise connected at a point I" totheactuatingmemberloi'aboostcontroll and it-is ilnally connected at a point Il to the control lever manipulated bythe pilot (not illus-- trated) bymeans of alrod Il. 'The boost control l is of 'any typewhatever andrcan be actuatedv by tbeatmospberic-'pressure or by thevpressure existlnginthelnductionpipe. Itisunn 'todeseribe'thisboostcontrolwhichiswellkno in art oi' carburation and the constnictioirof which is of no interest as regards the present invention.

The throttle 2 is. thus controlled in the usual manner by the combined action of the rod I I controlled by'thepilot and the power member 8 of the boost control. When the pilot brings the rod ii into the position of maximum opening, the power member 3 pivoted to the oating lever 5 causes said oatlng lever to pivot round the pivot I0 and the movements of the lever are transmitted by the link l to the lever and to the throttle 2, so as to keep the throttle in the position of maximum opening allowed.

0n the axis 3 of the throttle 2 a lever i2 is also mounted. This levercan be clamped on to the axis 3 by means of a clamp i8 which can be tightenedby means of a screw il.

The position of the lever i2 relatively to the throttle 2 is thus adjustable. A spring I3 is extended between a hiredy point I4 and the end I5 of the lever i2.

In normal times, the position of the throttle 2 is regulated by the pilot by means of the rod Il combining its action with the power member B of the boost control 9. The spring I3 does not interfere with the regulation of this position. In the following description, the whole assembly of rods which in the normal state of affairs regulates the opening of the throttle 2 through the intermediary of the lever 4 is called the pilots y throttle control.

If the pilots throttle control becomes inoperative owing to a rupture of any one of its elements the spring I3 brings the throttle 2 back into a predetermined position which is illustrated in Fig. 1 and in which the lever I2 and the spring I3 are aligned with each other, that is to say in which the force of the spring is at a minimum. The adjustment of the lever i2 relative to the throttle 2 is made in such a way that this position corresponds to the maximum opening permissible on the ground.

In the following figures the illustration of the control of the lever 4 by the combined action of the pilots lever and the boost control has been omitted, but thiscontrol can be eiIected in the same way as in the construction illustrated in Fig. 1 or in vany other usual manner.

In the device illustrated in Fig. 2 two piston members I9, 20 are capable of sliding in a cylinder 2l nxed to the body of the carburettor. The lever I2, the level of which on the throttle can be regulated as in the device illustrated in Fig. 1 passes through a slot 22 made in the wall of the cylinder 2l and terminates in a head I3 which is interposed between the ends 23 and 24 of the members I9 and 20. The members I9 and 20 arerespectively loaded ,by springs 25 and 26 compressed between the said members and plugs 21 and 29 closing the ends of the cylinder. The springs 25 and 26 have the purpose of keeping the ends 23 and 24 of the members I9 and 20 in contact with the head I8 of the lever I2.

During normal working the throttle 2 is controlled by the lever 4. that is 'to say by the pilots throttle control andthe two members I9 and 20 follow the head I9 of the lever I2 in its movements. If the pilots throttle control becomes inoperative due to rupture. the throttle is moved into the position illustrated in Fig. 2 wherein the springs 25 and 26 are in equilibrium. The position of thelever I2 on vthe pin 3 is such that the' position lsone of maximum v openingfallowable on the ground.

The device illustrated in Fig. 2 has the fault abscess tive the spring ,39 brings of not being absolutely exact. In fact, if the friction on the pin of the throttle is considerable it is possible that` the throttle will stop in a position slightly out of the position of maximum allowable opening in which the two springs are strictly in equilibrium the preponderance of one of the springs over the other in such out of position not being sufficient to overcome the force of friction. In general nevertheless the vibrations of the engine are suilicient for the 'throttle to reach its position of real equilibrium very quickly under such vibration effect.

The device illustrated in Fig. 3 eliminates this fault completely. To this end, a stop 29 limits the movements of the member I9 in the direction of opening the throttle 2 under the thrust of the spring 25 and similarly a stop 30 limits the movements of the member 20 in the directioncf closing the throttle under the thrust of spring 26. Should the springs 25 and 26 have unequal forces these springs always tend to bring back the lever I2 to the position illustrated in Fig. 3 and for this purpose it is suiilcient that the force of each of the springs should be greater than the forces of friction, care naturally about.

'Ihe functioning of the apparatus illustrated in Fig. 3 differs from the functioning of the apparatus illustrated in Fig. 2 in the following point:

when the throttle 2 is moved by the pilot's throttle being taken to bring this 25 the member 20, compressing the spring '25 but the 35 part I9 does not follow the movement of the head' I8 in this displacement. Inversely, the member 20 does not follow the movements of the head I8 in the movement of the position illustrated.

In the device illustrated in Fig. 3 one of the stops 29 or 30 can be omitted. If for example the stop 29 is omitted, the spring 25 must be weaker than the spring A23. f

In the device illustrated in Fig. 4, the lever I2 is connected by a link 2I to a rod 32 carrying two collars 33 and 34. Two movable piston members 36 'and 31 are adapted to slide in a cylinder 38 iixed to the body of the carburettor and they are closing the throttle beyond o traversed by the rod 32. A spring 39 is com- 50 pressed between the members 35 and 31. 'Ihe movements of the member 31 under the effects of the thrust of the spring 39 are limited by a stop 4U and the movements o! the member 35 under the effects of the thrust of the spring 39 are limited by a stop 4I formed by a plug screwed into the end of the cylinder 3II. During normal working, the position of the throttle 2 is regulated by the lever 4. When the lever 4 displaces the throttle 2 in the direction of closing starting from the position illustrated, the lever I2 pushes the roll 32 towards the left and in this movement the collar 34'pushes the member 31 compressing the spring 39 against the member 36 which remains stationary the movements of the rod being guided by the latter member. When conversely the lever 4 displaces the throttle 2 in the direction of opening starting from the position illustrated; the lever I2 brings the rod -32 towards the right and in this movement the collar 33-l pushes the member 36 compressing the spring 39 against the member 31, the movements of the rod being guld by the latter member.

If the pilots throttle ontrol becomes inoperabaek the two members 35 and 31 into-contact with the corresponding stops 4I and 4o. The collars 33 and 34 are placed .on the rod 32 in such a way that they are then in contact with themembers 35 and 31 respectively. The throttle 2 is thus brought into the predetermined position illustrated in Fig. 4, the lever I2 being clamped to the pin 3 in such a way that such position of the throttle 2 is the position of maximum permissible opening at ground level.

In the device illustrated in Figs. 2, 3 and 4i,4

the two movable members which under the eect of two diierent springs orunder the effect of a common spring tend to bring A'back the throttle their wings 50 and 54 bring back the spur II carried by the lever I2 into the position illustrated v in Figs. 6 and 1 and the iixing of the lever I2 on bringing it back into the position indicated.

towards its position of maximum opening permissible on the ground,- have rectilineardisplacements,.but it is clear that -these displacements could be circular. In this case, the two movable members would rotate around the pin of the throttle.

One of the movablemembers is acted on by a spring in the direction of. closing and a stop limits the displacements of this movable member under the eiect of the spring. The other movable member is acted on by a spring in the direction of opening of the throttle and its displacements are limited by a stop. Preferably a single torsion spring the two ends of which are fixed respectively to the members acts on the two members at the same time. In its movement in the direction of closing the iirst movable member moves the throttle by means of va suitable device such'as a projection carried by the movable member and cooperating with a projection of a lever mounted on the pin' of the throttle. In its movement in the direction of opening the secondmov'- .able member carries the throttle along similarly pin 3 passes through a boss 43 carried by the wall 42 of the induction pipe and carries at its end a lever 4 by means of which the control of the During normal working, the position of tlle throttle is ilxed by the pilots throttle control by means of the lever 44. When this control displaces the throttle 2 in the direction of opening, starting from the position oi maximum opening allowed on the ground; the member remains stationary and the member 45 is moved in a clockwise direc `tion by the spur 5I' of the lever I2. If on the contrary the lever 4 displaces the throttle 2 in the direction of closing starting from the position of maximum opening allowed on the ground, the member 45 remains stationary and the spur 6I of the lever I2 moves the member in a counterclockwise direction. If the pilots throttle control becomes inoperative by the rupture oi' one of its elements the spring 41 closes the scissors formed by the members 45 and 45 on'to the stop 53 and the spur 6I is brought back to the position illustrated as'was explained above. The throttle 2 throttle by the pilot takes place normally, as in the devices described above. On the pin 3`alever I2 is likewise mounted by means of a` clamp I6 secured by means of a screw I1 whereby the level of the lever I2 on the pin of the throttle 3 can be adjusted in the same manner as in the devices previously described.

Movable members 45 and 46 rotate on a sleeve 44 fixed on the boss 43. The form of these members can be seen well in Figs. 6 and '1. For clearness in drawing the member only has been illustrated in Fig. '1, it being assumed that.. the member 45 has been removed.. The member 45 comprises a sleeve 48 a circular recess 49 forming a part housing for a torsion spring '41 and two prises a sleeve 52 a circular recess 53 forming a part housing for the spring 41 and two wings 54 housing 49-53 and its end engaged respectively in holes 55 and 51 of the two members 45 and 46. For clearness in the drawings this sprlng is omitted on Figs. 6 and '1. y

By its elasticity the spring 41 tends to unroll vand thus tends to bring the wing 5I -of the memthen occupies the position of maximum opening permissible on the ground.

'I'he invention is' obviously not limited to the devices illustrated. All arrangements capable of bringing back elastically a member -into a determined position could be used according to the invention to bring back the throttle to its position of maximum opening allowable on the ground when the pilots throttle control becomes inoperative.

What I claim is: 1. A-device for controlling the throttle or an internal combustion engine, which comprises, in combination, a\shai't for the throttle, a pilots throttle control, resilient means urging said throttle towards a. predetermined position of partialx opening, and adjustable means surrounding the The member similarly comv ient means for varying the predetermined open position of the throttle.'

2. A- device for controlling the throttle of an internal combustion engine, which -comprises, in combination, a. shaftfor the throttle, a pilots throttle control, a boost control therein, resilient means urging saidthrottle towards a predetermined position of partial opening, and adjustable means surroundingL theshait of the throttle and connected to the resilient means for varying the,

combination, a shaft for the throttle, a pilots throttle control, resilient means for urging said throttle in one direction, resilient means for urgber 45 into contact with the face 58 of a stop 59 I carried by the inlet pipe 42 and the wing 55 of -the member 46 into contact with the face SII of the stop'59. When the two members 45 and 46 come in contact with their stops respectively,

v-weaker than said iirst mentioned resilient means' ing said throttle in the opposite direction, and ad- ,instable means surrounding the shaft of the throttle and connected to the resilient means.

4.,A device for controlling the throttle of an internal vcombustion engine, which comprises, in combination, a pilots throttle control, resilient' means for urging said throttle in one direction, a

str p for said resilient means, and resilient means 5. A device for controlling the throttle of an internal combustion engine, which comprises, in

`combination, a shaft for the throttle, a pilots a stop for said second mentioned resilient means,

said stops corresponding both toa sane predetermined position of partial opening of said throttle.

'7. A device for controlling the Uirottle of an internal combustion engine, which comprises, in combination, a pilots throttle control, a first movable member, a stop for said first movable member, a second movable member, astop for said second movable member, a spring interposed between said movable members, urging the same towards the corresponding stops, means operative by said first movable member adapted -to urge said throttle in one direction, when said iirst movable member moves towards said first mentioned stop, and means operative by said second movable member adapted to urgesaid throttle in theopposite direction, when said second movable member moves towards said second mentioned stop.

8. A device for controlling the throttle of an internal combustion engine, which comprises, in combination, a pilots throttle control, a first movable member, a stop for said rst movable member, a second movable member, a stop for said second movable member, a spring interposed between said movable members urging the same towards the corresponding stops, means operative by said first movable member adapted to urge said throttle in one direction towards a predetermined position of partial opening when said rst movable member moves towards said first mentioned stop, and means operative by said second movable member, adapted to urge said throttle in the opposite direction towards said predetermined position of partial opening when said second movable member moves towards said second mentioned stop.

9. A devicefor controlling the throttle of an internal combustion engine, which comprises, in combination, a pilots throttle control, a first cylinder, a sliding member in said cylinder, a spring for loading said sliding member, a second cylinder, a sliding member in said second cylinder, a spring for loading said second mentioned sliding member, and a movable meniber, operatively connected with said throttle, adapted to urge said first mentioned sliding member against said mst mentioned spring as said throttle moves in one direction and to urge said second mentioned sliding member against said second mentioned spring l ,as said throttle moves in the opposite direction.

10. A device for controlling the throttle of an internal combustion engine, which comprises, in combination, apilots throttle control, a first cylinder, a sliding member in said cylinder, a .stop for said sliding member, a spring for urging said sliding member towards said stop, a second cylinder,-=a sliding member in said second cylinder, a spring, weaker than said first mentioned spring, for loading said second mentioned sliding member, and a movable member, operatively connected with said throttle, adapted to urge said first mentioned sliding member away from said stop against said i'lrst mentioned spring as said throttle moves in one direction away from a predetermined position of partial opening and to urge said second men-tioned sliding member against -said second mentioned spring as said throttle moves in the opposite direction.

' I1. A device for controlling the throttle of an internal combustion engine, which comprises, in combination, a pilots throttle control, a first cylinder, a sliding member in said cylinder, a stop for said sliding member, a spring for urging said sliding member towards said stop, a second cylinder, a sliding member in said second cylinder, a stop for said second mentioned sliding member,4 a spring for urging said second mentioned sliding member towards said second mentioned stop, and a movable member, operatively connected with said throttle, adapted to urge said first mentioned sliding member away from said rst'mentioned stop against said first mentioned spring as said throttle moves in one direction away from a predetermined position of partial opening and to urge said second mentioned sliding member away from said second mentioned stop against said second mentioned spring as said throttle moves in the opposite direction away from said predetermined position.

12.A device for controlling theithrottle of an internal combustion engine, which comprises, in combination, a pilots throttle control, a cylinder, a first sliding member in said cylinder, a stop for said first sliding member, a second sliding member in said cylinder, a stop for said second sliding member, a spring interposed between said sliding members, -urging the same towards the corresponding stops. a rod operatively connected with said throttle, a projection on said rod, adapted to engage said ilrst sliding member and to urge the same away from said rst mentioned stop against said" spring as said throttle moves in one direction away from -a predetermined position of partial opening, and another projection on said rod, adapted to engage said second sliding member and to urge vthe same away from said second mentioned stop against said spring as said throttle moves in the opposite direction away from said predetermined position.

'REN Lozrvrr. 

